Hot spot manifold



Dec. 19, 1933.

2 Sheets-Sheet l Fir Dec, 13, 1930 INVENTOR n Tao/wis J 1,171.2 Y Jn.

ATTORNEY Dec. 19, 1933. T. J. I ITLE, JR 1,940,628

HOT sPoT MANIFOLD Filed Dec. 13, 1950 2 Sheets-Sheet 2 INVENTOR Tuo/m5 d. MME.

' BY i 2 2@gyn-ORNE? Patented Dec. 19, 1933 g UNITED STATES Hor sPoT MAmFoLD Thomas J. Litle, Jr., Detroit, Mich., assignor to George M. Holley, Detroit, Mich.

Application December 13, 1930. Serial No. 502,134

8 Claims.

The object of this invention is to automatically control the heat `applied to the mixture so that the heat is controlled by two factors namely:-

l. The temperature of the atmosphere surrounding the engine.

2. Thetime the engine hasfbeen running.

It is obvious that after an engine starts up the longer the engine-runs the less heat is neces- 10 sary. Hence time must be a factor in determining` the amount of heat required for running. It is also obvious that the temperature of lthe surrounding air prolongs the time the heat should be applied, and if the temperature is extremely low the heat should be applied continuously. One of the difficulties experienced with control valves mounted in the exhaust pipe has been the fact that the bearings warp and large clearances were required through which 2o the exhaust gases could leak and which clearances result in the valve rattling.

This invention solves this problemby locating the valve as an independent element mounted between the inlet and exhaust manifold.

The final object of this invention isl to provide a device which is cheaply made and installed.

Fig. 1 shows in elevation the device installed on an automobile engine.

Fig. 2 shows the device in elevation.

Figure 3. shows a sectional plan view of the device with the thermostatic element in the off position. The section being taken on plane III- III of Fig. 2.

Figure 4 shows an elevation of the elements of the thermostat shown in Figure 3.

In the figures, A is the inlet manifold having a mixture inlet and flange U which is adapted to be attached to a carburetor T. B is the ex- 40 haust manifold, C is the valve controlling the amount of rexhaust heat diverted into the inlet manifold A; D is the jacket surrounding a, portion of the inlet manifold, E is a removable steel frame. This frame E carries posts F, G, and H. To the post I-I is anchored the thermostat J the other end of which is fastened to the shaft K upon which is mounted the exhaust control valve C. A cover M is mounted on the posts G--F to protect the thermostat J from tools etc. and also to improve. the appearance of the device, and incidently to limit the effect of the hot air blowing over the exhaust manifold B on the thermostat. Two similar steel asbestos gaskets O-O are located one on each side of the frame E. The bolts P-P connect the inlet manifold to the ex-a K and is also riveted to the shaft K. The bear- -ings Q-Q are placed on the shaft K and then haust manifold and rthereby securely hold the frame E to the inlet and exhauslz'manifold and alsohold the gaskets O-O in place.

Fig. 1 shows the wateroutlet Y leading tothe radiator X and the return pipe W through 6o which the water returns to the engine block. A cooling fan Z is provided which draws air through the radiator where it is warmed and blows it over the thermostatic element.

In Fig. 4 the component parts of the thermo- 65 stat are shown before assembly.

Bearings Q-Q project -from the frame E and fit into slots on the exhaust manifold B. These bearings are rotatably mounted on the frame E and are preferably case hardened. The shaft K and the valve C are preferably made of heat resisting steel of one of the well known types. The valve C and the shaft K are riveted together and a protecting channel S encloses the shaft riveted to the frame E.

Installation The unit which controls the exhaust gases consisting of the assembly of the valve C, frame E etc. without the thermostat are first placed between the exhaust manifold Band intake manifold A. Two gaskets O O are placed one on each lside of the unit which is securely bolted in place by the two bolts P-P. The central portion of the thermostat J is then engaged with the slot provided in the end of the shaft K upon which the thermostat control valve C is mounted. The anchor Hv which projects from the frame E engages with the other end of the thermostat thereby controlling` the rotation of the shaft K and making the rotation responsive to temperature variations in the thermostat J. Finally the thermostat cover M is securely fastened to the posts G-F which also project from the frame E. The inside of this cover M is so arranged as to compress and push over side- Ways the thermostatic element J. The friction set up thereby acts as a shock absorber to minimize the fluttering of the valve C and what is more yimportant to eliminate the rattling.

Operation During the operation of the engine in a non mal atmosphere at 60 to 70, Fahrenheit, the valve C is adjusted to the position shown in broken lines in Fig. 2, and the thermostat is so designed 'so that after driving 1/4 mile at '25 miles Aper hour the valve moved 15?. After 110 mile the valve moves tance run before the valve C closed would be 4 or 5 times greater than the distance in normal weather. Further when running at high speed Wide open the temperature of the exhaust rises so that the mixture temperature is considerably lower (because the thermostat functions to shut off the heat) than with the throttle shut when the exhaust temperature falls and the thermostat functions to admit live exhaust to the jacket D. The thermostat respondsv partly to the exhaust temperature, partly to the temperature of the exhaustpassing through the jacket Dand partly to the general atmospheric temperature under the hood, which temperature is largely controlled by the temperature of the radiator X, which temperature is determined by the time the engine has been running, the speed and load under which the engine has run and the atmospheric tempera-ture.

It will be noticed that the valve C (Fig. 4) is unbalanced the result is that the pulsation of the exhaust gases causes this valve to oscillate and thereby the tendency to stick is eliminated.

What I claim is:

1. A combination of an exhaust manifold and an inlet manifold having an exhaust heated jacket communicating with the exhaust manifold through a port, a thermostatically controlled element located between the said manifolds in said port comprising a frame, a valve mounted on said frame, a thermostat having one end mounted on said valve and having means for anchoring the thermostat at the other end to the said manifolds.

2. In an exhaust heated inlet manifold of the type described, 'a thermostatically controlled element comprising a removable frame, a valve carried thereby having a valve shaft carried on the said frame and extending therefrom-thermostatic means attached at one end to said valve shaft and anchored at the other end to said frame.

3. In an exhaust heated inlet manifold of the type described, a thermostatically controlled element comprising a removable frame clamped to said exhaust manifold and insulated therefrom, a valve carried in said frame having a valve shaft extending therefrom, thermostatic means controlling said Valve shaft responsive to the temperature of the air Aflowing over the exhaust manifold and to the heat radiated therefrom.

4. In an internal combustion engine power plant consisting of an engine, a cooling radiator and a -cooling fan therefor, thermostatic mixture temperature control means comprising an exhaust manifold, an inlet manifold heated thereby, thermostatic means mounted on the outside of the exhaustmanifold and exposed under all conditions of operation to the cooling air from the said fan, valve means for controlling the heat effect of the exhaust manifold on the inlet manifold, said valve means being controlled by said thermostatic means.

5. In an exhaust heated inlet manifold of the type described, an internal combustion engine associated therewith having an exhaust manifold, a cooling radiator and a cooling fan therefor, thermostatic control means mounted on the outside of said exhaust heated manifold and positioned in the air stream from said cooling fan under all conditions of operation, valve means for controlling the flow of exhaust gases from the exhaust manifold to the inlet manifold, means interconnecting said thermostatic means and said valve means.

6. In an exhaust heated inlet manifold of the type described, an exhaust manifold, an unbalanced valve in said exhaust manifold, regulating the amount of heat diverted to said inlet manifold, a thermostatic element, means for mounting said element on said valve and anchoring said element to said manifolds, said thermostatic element being adapted to permit said unbalanced valve to oscillate for the purpose described.

7. An inlet manifold an internal combustion engine associated therewith, an exhaust jacket therefor an exhaust manifold adjacent thereto, a port intercommunicating between said jacket and said exhaust manifold, adapted to serveA both as an inlet and an outlet port, a shunt valve located in said port adapted in one position to direct some ofthe exhaust gases both -into and out of said jacket and in the other position to insulate the jacket from said exhaust manifold, thermostatic means mounted outside of said manifold and connected to said shunt valve a cooling fan driven by said engine, said thermostatic means being responsive to air cur-l rents created by the fan under all conditions of operation.

8. The combination with an internal combustion engine of a cooling fan therefor operated by the engine, a fuel intake manifold, a valve for controlling heat transfer from the exhaust manifold to the intake manifold, a thermostat controlling the operation of said valve disposed on the outside of the exhaust manifold, means for partially enclosing said thermostat to limit the effect of air currents created by said cooling fan, said thermostat being otherwise responsive to said air currents under all conditions of operation.

THOMAS J. -LITLE, JR.

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